US4714063A - Intake system for internal combustion engine - Google Patents

Intake system for internal combustion engine Download PDF

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Publication number
US4714063A
US4714063A US06/907,996 US90799686A US4714063A US 4714063 A US4714063 A US 4714063A US 90799686 A US90799686 A US 90799686A US 4714063 A US4714063 A US 4714063A
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United States
Prior art keywords
intake
valve
intake system
bypass passage
passage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
US06/907,996
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English (en)
Inventor
Hiroyuki Oda
Akihito Nagao
Masanori Misumi
Akinori Yamashita
Katsumi Okazaki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
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Mazda Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP60205788A external-priority patent/JPS6263131A/ja
Priority claimed from JP60205789A external-priority patent/JPH0686813B2/ja
Priority claimed from JP60205786A external-priority patent/JPS6263129A/ja
Priority claimed from JP60205787A external-priority patent/JPS6263130A/ja
Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Assigned to MAZDA MOTOR CORPORATION, NO. 3-1, SHINCHI, FUCHU-CHO, AKI-GUN, HIROSHIMA-KEN, JAPAN, A CORP OF JAPAN reassignment MAZDA MOTOR CORPORATION, NO. 3-1, SHINCHI, FUCHU-CHO, AKI-GUN, HIROSHIMA-KEN, JAPAN, A CORP OF JAPAN ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: MISUMI, MASANORI, NAGAO, AKIHITO, ODA, HIROYUKI, OKAZAKI, KATSUMI, YAMASHITA, AKINORI
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Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/08—Modifying distribution valve timing for charging purposes
    • F02B29/083—Cyclically operated valves disposed upstream of the cylinder intake valve, controlled by external means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/20—SOHC [Single overhead camshaft]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/32—Miller cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0279—Throttle valve control for intake system with two parallel air flow paths, each controlled by a throttle, e.g. a resilient flap disposed on a throttle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • This invention relates to an intake system for an internal combustion engine, and more particularly to an intake system having a main intake passage which leads to each combustion chamber and is provided with a shutter valve to be opened when the amount of depression of the accelerator pedal exceeds a predetermined value and a bypass passage which is provided to bypass the shutter valve, is smaller than the main intake passage in cross section and is provided with a timing valve for closing the bypass passage at a predetermined time in each cycle.
  • an intake passage is provided with a shutter valve which is opened when the amount of depression of the accelerator pedal becomes not smaller than a predetermined value, and a bypass passage is provided to bypass the shutter valve.
  • the bypass passage is smaller than the intake passage in cross section and is provided with a rotary valve which is rotated at half the rotational speed of the camshaft.
  • the bypass passage is closed by the rotary valve in the middle of the intake stroke to reduce pumping loss, thereby improving fuel economy.
  • the shutter valve is opened to open the intake passage and intake air is introduced into the combustion chamber through both the intake passage and the bypass passage, thereby increasing output power.
  • the primary object of the present invention is to provide an intake system for an internal combustion engine of the type described above in which torque shock upon opening of the shutter valve can be prevented.
  • an intake system for an internal combustion engine comprising a first valve means provided to open and close an intake passage leading to each combustion chamber, a bypass passage for introducing intake air into each combustion chamber bypassing the first valve means, and a second valve means provided to open and close the bypass passage, the first valve means being operated to close the intake passage in a light load range and to open the same in a heavy load range, and the second valve means being operated to close the bypass passage in the middle of each intake stroke, wherein the improvement comprises a first valve control means which controls the first valve means so that the opening of the intake passage is increased as the engine load increases after exceeding a predetermined value, and a second valve control means which controls the second valve means to delay the time the bypass passage is closed with increase in the engine load so that the time the bypass passage is opened overlaps with the time the intake valve is opened when the engine load reaches the predetermined value.
  • the flow speed of intake air is increased since the intake passage is closed and intake air is introduced solely through the bypass passage and accordingly swirl of intake air is generated in the combustion chamber, thereby improving combustion in the combustion chamber, and at the same time, since the bypass passage is closed in the middle of each intake stroke and operation of the engine is changed to the Miller cycle, the pumping loss is effectively reduced and fuel economy is improved.
  • FIG. 1 is a cross-sectional view showing an internal combustion engine provided with an intake system in accordance with an embodiment of the present invention
  • FIG. 2 is a cross-sectional view taken along line II--II in FIG. 1,
  • FIG. 3 is a view for illustrating control to be made on the shutter valves and the rotary valve in the present invention
  • FIG. 4 is a flow chart for illustrating an example of a control to be made on the fuel injection valves in the engine shown in FIGS. 1 and 2,
  • FIG. 5 is view for illustrating the fuel injection timing
  • FIGS. 6 and 7 are views respectively similar to FIGS. 1 and 2 but showing an engine provided with an intake system in accordance with another embodiment of the present invention
  • FIGS. 8 and 9 are views respectively similar to FIGS. 2 and 1 but showing an engine provided with an intake system in accordance with still another embodiment of the present invention
  • FIG. 10 is a view for illustrating the operation of the controller employed in the intake system shown in FIGS. 8 and 9, and
  • FIG. 11 is a view showing a map in which the fuel injection timing is related to the engine speed and the quotient of the opening time O R of the rotary valve divided by the engine speed Ne (O R /Ne).
  • a four-cylinder four-cycle engine 1 has first to fourth cylinders la to ld in each of which combustion chamber 2 is defined.
  • To each combustion chamber 2 open an intake port 3 and an exhaust port 4 which are respectively provided with an intake valve 5 and an exhaust valve 6.
  • Intake air is introduced into the combustion chambers 2 defined in the first to fourth cylinders la to ld respectively by way of intake passages 10a to 10d.
  • the intake passages 10a to 10d are provided at a portion near the intake port 3 with shutter valves 11a to 11d respectively for opening and closing the intake passages 10a to 10d.
  • the shutter valves 11a to 11d are connected to a valve shaft 12 extending in the direction of the cylinder row, and are adapted to be driven integrally with each other. Further, the shutter valves 11a to 11d are urged toward a closed position in which they close the corresponding intake passages 10a to 10d.
  • Fuel injection valves 13 are disposed in the intake passages 10a to 10d immediately downstream of the shutter valves 11a to 11d.
  • Bypass passages 15a to 15d communicate portions of the intake passages 10a to 10d upstream of the shutter valves 11a to 11d with the intake ports 3 bypassing the shutter valves 11a to 11d.
  • the bypass passages 15a to 15d are smaller than the intake passages 10a to 10d in crosssection and the downstream end of each bypass passage is directed in the peripheral direction of the combustion chamber 2 so that intake air introduced into the combustion chamber 2 through the bypass passage swirls in the combustion chamber 2.
  • a rotary valve 18 is inserted into the bypass passages 15a to 15d at an intermediate portion thereof.
  • the rotary valve 18 is a hollow tubular member having a passage 20 and supported for rotation in a cylindrical member 16 by way of a sleeve 17.
  • the first cylinder side end of the rotary valve 18 is closed by a rotating shaft 31a of a sun gear 31 of a planetary gear mechanism 23 (to be described later) which is snugly fit into the end.
  • the other end of the rotary valve 18 is closed by closure member 19. Openings 18a are formed in the rotary valve 18 at portions corresponding to the bypass passages 15a to 15d.
  • Each opening 18a extends in a peripheral direction of the rotary valve 18 over an angle corresponding to the time for which the corresponding intake valve 5 is opened at an angular position corresponding to the intake stroke of the corresponding cylinder.
  • a larger diameter pulley 24 is connected to the first cylinder side end of the rotary valve 18 by way of the planetary gear mechanism 23.
  • the larger diameter pulley 24 is drivingly connected with a smaller diameter pulley 26 provided on a camshaft 25 by way of a belt 27 to drive the rotary valve 18 in response to revolution of the camshaft 25.
  • the planetary gear mechanism 23 comprises a ring gear 28 coaxially connected to the larger diameter pulley 24, three planet pinions 30 which are mutually connected by a carrier 29 and are in mesh with the ring gear 28, and the sun gear 31 in mesh with the planet pinions 30.
  • the planetary gear mechanism 23 is arranged to rotate the rotary valve 18 once per revolution of the camshaft 25.
  • Each of the openings 18a of the rotary valve 18 is positioned to close the corresponding bypass passage at a predetermined time in the middle of the intake stroke of the corresponding cylinder when the accelerator pedal (not shown) is released and the planet pinions 30 are in the initial position shown in FIG. 2.
  • the carrier 29 is connected to the accelerator pedal by a wire member 32 to be rotated in the clockwise direction as seen in FIG. 2 as the accelerator pedal is pushed down. That is, as the amount of depression of the accelerator pedal is increased, the relative position between the ring gear 28 and the sun gear 31 is changed to displace the openings 18a of the rotary valve 18 in the clockwise direction, whereby the time each bypass passage is closed is delayed with increase in the amount of depression of the accelerator pedal as shown in FIG.
  • One of the planet pinions 30 (the one positioned above the others in FIG. 2 in this particular embodiment) is operatively connected to an end of the valve shaft 12 of the shutter valves 11a to 11d by way of a first link 36 extending from the planet pinion 30 toward the valve shaft 12 and a second link 39 having an engaging pin 38 inserted into an elongated slot 37 formed in the first link 36 to extend in the longitudinal direction thereof.
  • the length of the slot 37 is selected so that the engaging pin 38 travels from one end of the slot 37 to the other end of the same while the accelerator pedal is pushed down from the released position to the position corresponding to the predetermined value O.sub. A and the planet pinion 30 is displaced in the clockwise direction.
  • the second link 39 is held in the position shown in FIG. 2 in which the shutter valves 11a to 11d are closed since the engaging pin 38 moves in the slot 37 and the motion of the first link 36 is not transmitted to the second link though the planet pinions 30 are clockwisely displaced to delay the time for closure of the bypass passages 15a to 15d and the first link 36 is moved rightward in FIG. 2.
  • An assist air passage 41 is provided to be communicated with an air cleaner (not shown) at one end and with a portion of the intake passage near the injecting tip 13a of the fuel injection valve 13 at the other end by way of a plurality of orifices 42a formed in a cap 42 mounted on the end of the fuel injection valve.
  • an air cleaner not shown
  • assist air is provided to atomize fuel injected from the valve 13 to improve combustion of the fuel in the combustion chamber 2.
  • the time for closure of the rotary valve 18 or closure of the bypass passages 15a to 15d is delayed and the amount of intake air is gradually increased, and after the amount of depression of the accelerator pedal exceeds the predetermined value O A at which the time the bypass passages 15a to 15d are closed is coincide with the end of each intake stroke, the shutter valves 11a to 11d begin to be opened with the opening degree being increased with increase in the amount of depression of the accelerator pedal, whereby the amount of intake air is gradually increased to increase the engine output power.
  • the effective cross-sectional area of the bypass passages 15a to 15d when the rotary valve 18 is opened is larger than that in the conventional system in which the rotary valve makes a half revolution per revolution of the camshaft, whereby a larger amount of intake air can be introduced into the combustion chambers.
  • the opening 18a of the rotary valve 18 corresponding to the bypass passage 15a leading to the first cylinder 1a is brought into alignment with the downstream portion of the bypass passage 15a
  • the opening 18a of the rotary valve corresponding to the bypass passage 15d leading to the fourth cylinder 1d is brought into alignment with the upstream portion of the latter bypass passage 15d to permit introduction of intake into the first cylinder 1a through the downstream portion of the bypass passage 15a leading to the first cylinder 1a, the passage 20 in the rotary valve 18 and the upstream portion of the bypass passage 15d leading to the fourth cylinder 1d as described above.
  • This arrangement is advantageous in view of simplification of the structure.
  • step S1 the crank angle is read and in step S2, the amount of intake air is read on the basis of the air flow immediately downstream of the air cleaner.
  • the engine speed is calculated in step S3, and in step S4, it is determined whether the engine operating condition is in a deceleration zone. When it is determined that the engine operating condition is in a deceleration zone in the step S4, fuel injection from the fuel injection valve 13 is stopped in step S5 and then the step S1 is repeated.
  • step S4 the amount of fuel to be injected from the fuel injection valve 13 is determined in step S6 on the basis of the amount of intake air and the engine speed and then the fuel injecting period ⁇ is determined in step S7 on the basis of the amount of fuel to be injected determined in the step S6.
  • step S8 the fuel injection period 8 is added to a predetermined time ⁇ 1 (FIG. 5) at which fuel injection is to be initiated and which is in the latter half of the intake stroke, thereby obtaining the time ⁇ 2 at which fuel injection is to be terminated.
  • step S9 fuel injection is initiated in step S10 and fuel injection is continued until the time ⁇ 2 (step S11).
  • step S11 fuel injection is terminated at the time ⁇ 2 in step S12. Thereafter, the step S1 is repeated.
  • the intake passages 10a to 10d are completely closed in the light load range in order to effectively reduce pumping loss.
  • introduction of fuel into the combustion chamber becomes difficult and at the same time, a part of fuel introduced into the combustion chamber is apt to be blown back toward the fuel injection valve 13 in the intake stroke after closure of the rotary valve 18, thereby fluctuating the air-fuel ratio in the light load operation of the engine to deteriorate combustion in the combustion chamber.
  • fuel injected from the fuel injection valve 13 is atomized and smoothly introduced into the combustion chamber by virtue of the assist air, and further, blow-back of fuel can be prevented by the assist air.
  • the air-fuel ratio can be precisely controlled in the light load range and good combustion in the combustion chamber is obtained irrespective of the fact that the injection of fuel is effected in the latter half of the intake stroke and air-fuel mixture is very lean.
  • the present invention is applied to an engine having fuel injection valves
  • the present invention can be applied also to an engine having a carburetor as shown in FIGS. 6 and 7.
  • the engine shown in FIGS. 6 and 7 is very similar to that shown in FIGS. 1 and 2 except that it is provided with a carburetor instead of the fuel injections valves 13, and accordingly, in FIGS. 6 and 7, the parts analogous to those shown in FIGS. 1 and 2 are given the same reference numerals and will not be described in detail here. That is, the intake passages 10'a to 10'd are merged into a common intake passage and a carburetor 43 is provided in the common intake passage.
  • a main bypass passage 44 which extends in the direction of the cylinder row and is communicated with the bypass passages 15'a to 15'd so that air-fuel mixture from the carburetor 43 can be fed to the bypass passages 15'a to 15'd through the main passage 44. Substantially the same effect can be enjoyed in this embodiment.
  • FIGS. 8 and 9 show another embodiment of the present invention.
  • the engine 1 shown in FIGS. 8 and 9 is substantially the same as the engine 1 shown in FIGS. 1 and 2 in the mechanical structure, and accordingly, in FIGS. 8 and 9, the parts analogous to those shown in FIGS. 1 and 2 are given the same reference numerals and will not be described in detail here.
  • the shutter valves 11a to 11d are opened in the light load range when the vehicle is to be accelerated so that intake air is introduced into the combustion chamber both through the bypass passage and the intake passage.
  • a pulley 24' is connected to the first cylinder side end of the rotary valve 18 by way of a helical gear mechanism 23' so that the mutual angular position between the rotary valve 18 and the pulley 24' is variable.
  • the pulley 24' is drivingly connected with a pulley 26' provided on the camshaft 25 by way of a belt 27 to drive the rotary valve 18 in response to revolution of the camshaft 25, the pulleys 24' and 26' being equal to each other in diameter.
  • the mutual angular position between the rotary valve 18 and the pulley 24' is changed by an actuator 131 which drives the helical gear mechanism 23' under the control of a controller 132.
  • the shutter valves 11a to 11d are driven by an actuator 130 under the control of the controller 132.
  • the controller 132 may comprise a CPU, for example, and into the controller 132 are input detecting signals from a crank angle sensor 133, an airflow sensor 134 for detecting air flow immediately downstream of an air cleaner 114, a negative pressure sensor 135 for detecting intake vacuum in the bypass passage 15a downstream of the rotary valve 18, a water temperature sensor 136 for detecting the temperature of engine cooling water, and an accelerator position sensor 137 for detecting the amount of depression of the accelerator pedal.
  • step S1 the amount of depression 0 of the accelerator pedal detected by the accelerator position sensor 137 is read, and in step S2, it is determined whether the actual amount of depression 0 is larger than the predetermined value O A separating the light load range and the heavy load range (see FIG. 3).
  • O A the predetermined value separating the light load range and the heavy load range
  • the actuator 130 is controlled to close the shutter valves 11a to 11d according to the characteristics shown by the solid line in the upper half of FIG. 3, and at the same time, the actuator 131 is controlled to delay the time the rotary valve 18 is closed as the amount of depression 0 of the accelerator pedal increases so that the relevant time substantially coincides with the end of each intake stroke when the amount of depression 0 becomes the predetermined value as shown by the solid line in the lower half of FIG. 3. Thereafter, the controller 132 returns to the step S1.
  • the actuator 131 is controlled to fix the relevant time to the time corresponding to the amount of depression of the accelerator pedal of the value O A (See the lower half of FIG. 3.), and the actuator 130 is controlled to increase the opening degree of the shutter valves 11a to 11d with increase in the amount of depression of the accelerator pedal (step S4). Thereafter, the controller 132 returns to the step S1.
  • the actuator 131 is controlled to control the relevant time according to the characteristics shown by the solid line in the lower half of FIG. 3, and at the same time the actuator 130 is controlled to open the shutter valves 11a to 11d before the amount of depression of the accelerator pedal reaches the predetermined value O A and to increase the opening degree of the shutter valves 11a to 11d with increase in the amount of depression of the accelerator pedal as shown by the dotted line in the upper half of FIG. 3. Thereafter, the controller 132 returns to the step S1.
  • intake vacuum in the light load range is proportional to the opening time of the rotary valve 18 for which the rotary valve 18 is kept opened. Accordingly, the engine load can be detected with high accuracy from the opening time of the rotary valve and the engine speed irrespective of intake vacuum.
  • the ignition timing can be accurately controlled without being adversely affected by fluctuation in intake vacuum in the light load range.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
US06/907,996 1985-09-17 1986-09-16 Intake system for internal combustion engine Expired - Fee Related US4714063A (en)

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
JP60205788A JPS6263131A (ja) 1985-09-17 1985-09-17 エンジンの吸気装置
JP60-205786 1985-09-17
JP60-205788 1985-09-17
JP60205789A JPH0686813B2 (ja) 1985-09-17 1985-09-17 エンジンの吸気装置
JP60205786A JPS6263129A (ja) 1985-09-17 1985-09-17 エンジンの吸気装置
JP60-205789 1985-09-17
JP60205787A JPS6263130A (ja) 1985-09-17 1985-09-17 エンジンの吸気装置
JP60-205787 1985-09-17

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US4714063A true US4714063A (en) 1987-12-22

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US06/907,996 Expired - Fee Related US4714063A (en) 1985-09-17 1986-09-16 Intake system for internal combustion engine

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US (1) US4714063A (enrdf_load_stackoverflow)
DE (1) DE3631474A1 (enrdf_load_stackoverflow)

Cited By (40)

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DE3713628A1 (de) * 1986-04-25 1987-11-05 Mazda Motor Ansaugsystem fuer verbrennungsmotoren
US4862840A (en) * 1987-03-09 1989-09-05 Honda Giken Kogyo Kabushiki Kaisha Intake device for internal combustion engine
US4879975A (en) * 1986-05-21 1989-11-14 Bennett Automotive Technology Pty., Ltd. Alcohol fuel operation conversion means for internal combustion engines
EP0344780A3 (en) * 1988-06-03 1990-05-23 Yamaha Motor Co., Ltd. Intake control device for engine
WO1990009516A1 (en) * 1989-02-17 1990-08-23 Orbital Engine Company Proprietary Limited Internal combustion engine air supply system
US4969446A (en) * 1986-10-20 1990-11-13 John Olsson Device at internal combustion engines
US5080065A (en) * 1989-10-05 1992-01-14 Nippondenso Co., Ltd. Air intake control system for an internal combustion engine
US5121716A (en) * 1990-06-15 1992-06-16 Honda Giken Kogyo Kabushiki Kaisha Fuel injection type internal combustion engine
US5172674A (en) * 1990-11-30 1992-12-22 Honda Giken Kogyo Kabushiki Kaisha Internal combustion engine
US5220899A (en) * 1991-08-29 1993-06-22 Honda Giken Kogyo Kabushiki Kaisha Internal combustion engine with air assist fuel injection control system
US5255649A (en) * 1991-02-21 1993-10-26 Yamaha Hatsudoki Kabushiki Kaisha Intake air control system for the engine
AU647381B2 (en) * 1989-02-17 1994-03-24 Orbital Engine Company Proprietary Limited Internal combustion engine air supply system
US5311848A (en) * 1991-07-18 1994-05-17 Yamaha Hatsudoki Kabushiki Kaisha Induction system for engine
US5553590A (en) * 1992-07-14 1996-09-10 Yamaha Hatsudoki Kabushiki Kaisha Intake control valve
US5564383A (en) * 1993-09-06 1996-10-15 Yamaha Hatsudoki Kabushiki Kaisha Tumble valve arrangement for engine
US5579730A (en) * 1996-02-09 1996-12-03 Trotter; Richard C. Rotary valve head assembly and related drive system for internal combustion engines
US5595156A (en) * 1994-07-20 1997-01-21 Yamaha Hatsudoki Kabushiki Kaisha Induction control system for multi-valve engine
US5623904A (en) * 1995-05-16 1997-04-29 Yamaha Hatsudoki Kabushiki Kaisha Air-assisted fuel injection system
US5671712A (en) * 1994-01-25 1997-09-30 Yamaha Hatsudoki Kabushiki Kaisha Induction system for engine
US5794587A (en) * 1994-06-14 1998-08-18 Yamaha Hatsudoki Kabushiki Kaisha Tumble valve for multi-valve engine
US5806484A (en) * 1994-08-31 1998-09-15 Yamaha Hatsudoki Kabushiki Kaisha Induction control system for engine
US5829408A (en) * 1993-11-08 1998-11-03 Hitachi, Ltd. Internal combustion engine and air-fuel mixture supply apparatus therefor
US6092503A (en) * 1994-04-28 2000-07-25 Hitachi, Ltd. Air intake equipment for internal combustion engine
EP1088975A1 (en) * 1993-07-09 2001-04-04 Hitachi, Ltd. Apparatus for controlling the swirl in a combustion chamber of an internal combustion engine
EP1170483A3 (de) * 2000-07-05 2002-12-18 Filterwerk Mann + Hummel Gmbh Luftansaugvorrichtung für eine Brennkraftmaschine
EP1219812A3 (en) * 2000-12-28 2003-11-26 Hitachi, Ltd. Fuel injection device for internal combustion engine
US20050263137A1 (en) * 2000-12-28 2005-12-01 Masami Nagano Fuel injection device for internal combustion engine
EP1405993A3 (en) * 2002-10-03 2006-01-11 Nissan Motor Co., Ltd. Engine intake apparatus
US20060254554A1 (en) * 2005-03-09 2006-11-16 John Zajac Rotary valve system and engine using the same
US7178492B2 (en) 2002-05-14 2007-02-20 Caterpillar Inc Air and fuel supply system for combustion engine
US7191743B2 (en) 2002-05-14 2007-03-20 Caterpillar Inc Air and fuel supply system for a combustion engine
US7201121B2 (en) 2002-02-04 2007-04-10 Caterpillar Inc Combustion engine including fluidically-driven engine valve actuator
US7204213B2 (en) 2002-05-14 2007-04-17 Caterpillar Inc Air and fuel supply system for combustion engine
US7222614B2 (en) 1996-07-17 2007-05-29 Bryant Clyde C Internal combustion engine and working cycle
US7252054B2 (en) 2002-05-14 2007-08-07 Caterpillar Inc Combustion engine including cam phase-shifting
US7281527B1 (en) 1996-07-17 2007-10-16 Bryant Clyde C Internal combustion engine and working cycle
US20080115755A1 (en) * 2006-11-17 2008-05-22 Hayman Alan W Light load air delivery system for an internal combustion engine
US8215292B2 (en) 1996-07-17 2012-07-10 Bryant Clyde C Internal combustion engine and working cycle
US20200003161A1 (en) * 2014-09-22 2020-01-02 Ini Power Systems Inc. Carbureted engine having an adjustable fuel to air ratio
US20210340918A1 (en) * 2020-05-01 2021-11-04 Mikuni Corporation Throttle device

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JPH0681719A (ja) * 1992-08-31 1994-03-22 Hitachi Ltd 内燃機関の吸気装置
DE4447938B4 (de) * 1993-11-08 2005-03-10 Hitachi Ltd Einlaßsystem einer Brennkraftmaschine
AT5487U1 (de) 2001-01-29 2002-07-25 Avl List Gmbh Einlasskanalanordnung für eine brennkraftmaschine
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US4969446A (en) * 1986-10-20 1990-11-13 John Olsson Device at internal combustion engines
US4862840A (en) * 1987-03-09 1989-09-05 Honda Giken Kogyo Kabushiki Kaisha Intake device for internal combustion engine
EP0344780A3 (en) * 1988-06-03 1990-05-23 Yamaha Motor Co., Ltd. Intake control device for engine
AU647381B2 (en) * 1989-02-17 1994-03-24 Orbital Engine Company Proprietary Limited Internal combustion engine air supply system
WO1990009516A1 (en) * 1989-02-17 1990-08-23 Orbital Engine Company Proprietary Limited Internal combustion engine air supply system
US5080065A (en) * 1989-10-05 1992-01-14 Nippondenso Co., Ltd. Air intake control system for an internal combustion engine
US5121716A (en) * 1990-06-15 1992-06-16 Honda Giken Kogyo Kabushiki Kaisha Fuel injection type internal combustion engine
US5172674A (en) * 1990-11-30 1992-12-22 Honda Giken Kogyo Kabushiki Kaisha Internal combustion engine
US5255649A (en) * 1991-02-21 1993-10-26 Yamaha Hatsudoki Kabushiki Kaisha Intake air control system for the engine
US5311848A (en) * 1991-07-18 1994-05-17 Yamaha Hatsudoki Kabushiki Kaisha Induction system for engine
US5220899A (en) * 1991-08-29 1993-06-22 Honda Giken Kogyo Kabushiki Kaisha Internal combustion engine with air assist fuel injection control system
US5553590A (en) * 1992-07-14 1996-09-10 Yamaha Hatsudoki Kabushiki Kaisha Intake control valve
EP1088975A1 (en) * 1993-07-09 2001-04-04 Hitachi, Ltd. Apparatus for controlling the swirl in a combustion chamber of an internal combustion engine
US5564383A (en) * 1993-09-06 1996-10-15 Yamaha Hatsudoki Kabushiki Kaisha Tumble valve arrangement for engine
US5829408A (en) * 1993-11-08 1998-11-03 Hitachi, Ltd. Internal combustion engine and air-fuel mixture supply apparatus therefor
US5671712A (en) * 1994-01-25 1997-09-30 Yamaha Hatsudoki Kabushiki Kaisha Induction system for engine
US6092503A (en) * 1994-04-28 2000-07-25 Hitachi, Ltd. Air intake equipment for internal combustion engine
US5794587A (en) * 1994-06-14 1998-08-18 Yamaha Hatsudoki Kabushiki Kaisha Tumble valve for multi-valve engine
US5595156A (en) * 1994-07-20 1997-01-21 Yamaha Hatsudoki Kabushiki Kaisha Induction control system for multi-valve engine
US5806484A (en) * 1994-08-31 1998-09-15 Yamaha Hatsudoki Kabushiki Kaisha Induction control system for engine
US5623904A (en) * 1995-05-16 1997-04-29 Yamaha Hatsudoki Kabushiki Kaisha Air-assisted fuel injection system
US5769060A (en) * 1995-05-16 1998-06-23 Yamaha Hatsudoki Kabushiki Kaisha Air-assisted fuel injection system
US5579730A (en) * 1996-02-09 1996-12-03 Trotter; Richard C. Rotary valve head assembly and related drive system for internal combustion engines
US7222614B2 (en) 1996-07-17 2007-05-29 Bryant Clyde C Internal combustion engine and working cycle
US8215292B2 (en) 1996-07-17 2012-07-10 Bryant Clyde C Internal combustion engine and working cycle
US7281527B1 (en) 1996-07-17 2007-10-16 Bryant Clyde C Internal combustion engine and working cycle
EP1170483A3 (de) * 2000-07-05 2002-12-18 Filterwerk Mann + Hummel Gmbh Luftansaugvorrichtung für eine Brennkraftmaschine
EP1219812A3 (en) * 2000-12-28 2003-11-26 Hitachi, Ltd. Fuel injection device for internal combustion engine
US6668794B2 (en) * 2000-12-28 2003-12-30 Hitachi, Ltd. Fuel injection device for internal combustion engine
US20040089271A1 (en) * 2000-12-28 2004-05-13 Masami Nagano Fuel injection device for internal combustion engine
US20050263137A1 (en) * 2000-12-28 2005-12-01 Masami Nagano Fuel injection device for internal combustion engine
US7240661B2 (en) 2000-12-28 2007-07-10 Hitachi, Ltd. Fuel injection device for internal combustion engine
US20050056259A1 (en) * 2000-12-28 2005-03-17 Masami Nagano Fuel injection device for internal combustion engine
US7201121B2 (en) 2002-02-04 2007-04-10 Caterpillar Inc Combustion engine including fluidically-driven engine valve actuator
US7252054B2 (en) 2002-05-14 2007-08-07 Caterpillar Inc Combustion engine including cam phase-shifting
US7204213B2 (en) 2002-05-14 2007-04-17 Caterpillar Inc Air and fuel supply system for combustion engine
US7191743B2 (en) 2002-05-14 2007-03-20 Caterpillar Inc Air and fuel supply system for a combustion engine
US7178492B2 (en) 2002-05-14 2007-02-20 Caterpillar Inc Air and fuel supply system for combustion engine
EP1405993A3 (en) * 2002-10-03 2006-01-11 Nissan Motor Co., Ltd. Engine intake apparatus
US7255082B2 (en) 2005-03-09 2007-08-14 Zajac Optimum Output Motors, Inc. Rotary valve system and engine using the same
US20060254554A1 (en) * 2005-03-09 2006-11-16 John Zajac Rotary valve system and engine using the same
US7325520B2 (en) 2005-03-09 2008-02-05 Zajac Optimum Output Motors, Inc. Rotary valve system and engine using the same
US7328674B2 (en) 2005-03-09 2008-02-12 Zajac Optimum Output Motors, Inc. Rotary valve system and engine using the same
US7421995B2 (en) 2005-03-09 2008-09-09 Zajac Optimum Output Motors, Inc. Rotary valve system and engine using the same
US7594492B2 (en) 2005-03-09 2009-09-29 Zajac Optimum Output Motors, Inc. Rotary valve system and engine using the same
US20070017477A1 (en) * 2005-03-09 2007-01-25 John Zajac Rotary Valve System and Engine Using the Same
US20080115755A1 (en) * 2006-11-17 2008-05-22 Hayman Alan W Light load air delivery system for an internal combustion engine
US7650866B2 (en) * 2006-11-17 2010-01-26 Gm Global Technology Operations, Inc. Light load air delivery system for an internal combustion engine
US20200003161A1 (en) * 2014-09-22 2020-01-02 Ini Power Systems Inc. Carbureted engine having an adjustable fuel to air ratio
US20210340918A1 (en) * 2020-05-01 2021-11-04 Mikuni Corporation Throttle device
US11773790B2 (en) * 2020-05-01 2023-10-03 Mikuni Corporation Throttle device

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